Motorized vehicular system with automated door assembly

ABSTRACT

A door assembly for a motorized vehicle includes a door configured to move between an open position and a closed position, a first member defining a first axis, and a first support member pivotally coupled to the door and defining a second axis. A linkage assembly includes a first arm and a second arm. The first arm and the second arm are pivotally coupled to one another, where the first arm is coupled to the first member at a location offset from the first axis and the second arm defines a first slot. A cross member has a first end and a second end. The first end has a first pin for slideably engaging the first slot and the second end being coupled to the first member. The door is movable between the open and closed positions as the first member pivots about the first axis.

RELATED APPLICATIONS

This application is a continuation application of U.S. patentapplication Ser. No. 14/623,729, filed on Feb. 17, 2015, which is herebyincorporated by reference in its entirety.

FIELD OF THE DISCLOSURE

The present disclosure relates to a motorized vehicle for transportingone or more passengers, and more particularly to a motorized vehiclewhich is retrofitted for transporting one or more physically limitedpassengers seated in a wheelchair.

BACKGROUND

Automobile manufacturers do not currently mass-produce passengervehicles specifically designed to transport passengers having physicallimitations, either as a driver or as a non-driving passenger.Consequently, mass-produced passenger vehicles are modified, orretrofitted, by a number of aftermarket companies dedicated to supplyingvehicles to physically limited passengers. Such vehicles can be modifiedby removing certain parts or structures within a vehicle and replacingthose parts with parts specifically designed to accommodate thephysically limited passenger. For example in one configuration, a vanmay be retrofitted with a ramp to enable a physically limited individualusing a wheelchair to enter the vehicle without the assistance ofanother individual.

Other known level change devices for retrofitting a vehicle, such as avan, include wheelchair lifts, lift platforms, and lowered floorsurfaces. In some instances, a door of an original equipmentmanufacturer (OEM) van is enlarged or otherwise modified to permit entryof the physically limited individual through what is known as theassisted entrance. Once inside the van, individuals who use the assistedentrance are often located in a rear passenger compartment of the vanadjacent to or behind the assisted entrance.

Most, if not all, motorized vehicles modified to include a ramp or liftfor transporting physically limited passengers are passenger vans orbuses. Minivans, or passenger vans, are often referred to asmulti-purpose vehicles (MPVs), people movers, or multi-utility vehicles.At least in the United States, minivans are classified as light trucksor MPVs. In many instances, these vans have rear access doors on eachside thereof that, when opened, define a door opening that can provideeasy ingress and egress of a wheelchair.

Crossover and sport-utility vehicles have become popular due to theirstyle and driving performance. Sport-utility vehicles are built off alight-truck chassis similar to passenger vans, whereas crossover orcrossover utility vehicles are built from a passenger car chassis. Dueto their build, crossover vehicles are often more fuel efficient thanheavier, sport-utility vehicles and include other advantages overminivans and sport-utility vehicles.

SUMMARY

In one embodiment of the present disclosure, a door assembly for amotorized vehicle includes a door configured to move between an openposition and a closed position; a first member defining a first axis; afirst support member pivotally coupled to the door and defining a secondaxis; a linkage assembly including a first arm and a second arm, thefirst arm and the second arm being pivotally coupled to one another,where the first arm is coupled to the first member at a location offsetfrom the first axis and the second arm defines a first slot; and a crossmember having a first end and a second end, the first end having a firstpin for slideably engaging the first slot and the second end beingcoupled to the first member; wherein, the door is movable between theopen and closed positions as the first member pivots about the firstaxis.

In one example of this embodiment, a bracket defines a second slottherein, the bracket being pivotably coupled to the first member at afirst location and the first arm at a second location, where the firstlocation is spaced from the second location. In another example, thesecond slot comprises a profile having a first portion and a secondportion, the first portion defined by a first radius and the secondportion defined by a second radius; wherein the first radius and secondradius are different from one another. In a third example, a secondsupport member defining a third axis, the third axis being spaced fromand parallel to the first and second axes; and a connecting armpivotally coupled to the first support member and the second supportmember.

In a fourth example, the connecting arm is pivotally coupled to thefirst support member about the second axis and pivotally coupled to thesecond support member about the third axis. In a fifth example, a thirdarm defines a third slot and including a second pin; wherein, theconnecting arm includes a third pin; further wherein, the third pin isslidably disposed within the third slot and the second pin is slidablycoupled to the second slot. In a sixth example, the cross memberincludes a plurality of defined slots; and the third arm includes aplurality of pins, where each of the plurality of pins is slidablydisposed within each of the plurality of slots; wherein, the pluralityof pins is movable within the plurality of defined slots in only anaxial direction. In a seventh example, at least one door couplerpivotally coupling the first support member to the door.

In another embodiment, a door assembly for a motorized vehicle includesa door configured to move between an open position and a closedposition; a first member defining a first axis; a first support memberpivotally coupled to the door and defining a second axis; a linkageassembly including a first arm and a second arm, the first arm and thesecond arm being pivotally coupled to one another, where the first armis coupled to the first member at a location offset from the first axisand the second arm defines a first slot; a cross member having a firstend and a second end, the first end having a first pin for slideablyengaging the first slot and the second end being coupled to the firstmember; and a drive assembly operably coupled to the first member;wherein, the door is movable between the open and closed positions asthe drive assembly operably drives the first member about the firstaxis.

In one example of this embodiment, the drive assembly comprises anelectric motor. In a second example, the drive assembly includes a gearset coupled to the motor; and a clutch assembly being disposable in anengaged position and a disengaged position, wherein, the motor isoperably coupled to the first member in the engaged position anddecoupled therefrom in the disengaged position. In a third example, thedrive assembly includes a first sprocket coupled to the clutch assembly;a second sprocket coupled to the first member; and a drive chain coupledbetween the first sprocket and the second sprocket; wherein the motoroperably drives the first and second sprockets via the drive chain inthe engaged position.

In a fourth example, the door assembly includes a bracket including apin, the bracket being coupled to the door; a cinching head having anopen end that defines a first angled portion and a second angledportion; and an actuator coupled to the first member at a first end andthe cinching head at a second end, where a movement of the actuatormoves the cinching head in a first axial direction; wherein, themovement of the cinching head in the first axial direction induces amovement of the bracket in a second axial direction, wherein the secondaxial direction is substantially perpendicular to the first axialdirection. In a fifth example, the door assembly further includes aspring mechanism coupled to the first member; wherein, the springmechanism is disposable on a first side of the first axis to provide aforce to maintain the door in the closed position; further wherein, thespring mechanism is disposable on a second side of the first axis toprovide a force to maintain the door in the open position.

In a different embodiment, a door assembly for a motorized vehicleincludes a door configured to move between an open and a closedposition; a first member defining a first axis; a first support memberpivotally coupled to the door and defining a second axis; a linkageassembly including a first arm and a second arm, the first aim and thesecond arm being pivotally coupled to one another, where the first armis coupled to the first member at a location offset from the first axisand the second arm defines a first slot; a cross member having a firstend and a second end, the first end having a first pin for slideablyengaging the first slot and the second end being coupled to the firstmember; a drive assembly operably coupled to the first member; and acinching assembly including an actuator and a cinching head, theactuator being coupled to the first member at a first end and thecinching head at a second end; wherein, the door is movable between theopen and closed positions as the drive assembly operably drives thefirst member about the first axis.

In one example of this embodiment, the door assembly includes a bracketcoupled to the door, the bracket including a pin; wherein, a movement ofthe actuator moves the cinching head in a first axial direction; furtherwherein, the movement of the cinching head in the first axial directioninduces a movement of the bracket in a second axial direction, whereinthe second axial direction is substantially perpendicular to the firstaxial direction. In a second example, a first slanted portion is definedon the cinching head, the first slanted portion configured to be engagedby the door to move the door to the closed position. In a third example,a second slanted portion is defined on the cinching head, the secondslanted portion configured to be engaged by the door to move the door tothe open position.

In a fourth example, the door assembly includes a spring mechanismhaving a first end and a second end, the first end being coupled to thefirst member at a distance offset from the first axis; wherein, thespring mechanism is disposable in a compressed position as the doormoves between the open and closed positions. In a fifth example, thedoor assembly includes a connecting arm having a first end and a secondend, the connecting arm including a second pin; a second support memberdefining a third axis, wherein the connecting arm is pivotally coupledto the first support member about the second axis and pivotally coupledto the second support member about the third axis; and a bracketpivotally coupled to the first member and the first arm, where thebracket defines a second slot.

In yet another embodiment, a motorized vehicle includes a body framemounted on a chassis, where the chassis is adapted to support a vehiclepowertrain and a plurality of wheels; a vehicle floor coupled to thebody frame and chassis; a ramp assembly coupled to the vehicle floor,the ramp assembly being configurable in at least a stowed position and adeployed position to enable the wheelchair-occupied passenger ingressand egress to and from the interior; a door coupled to the body frame,the door configured to move between an open position and a closedposition to provide access to an interior of the vehicle; a doorassembly including a first member defining a first axis; a first supportmember pivotally coupled to the door and defining a second axis; alinkage assembly including a first arm and a second arm, the first armand the second arm being pivotally coupled to one another, where thefirst arm is coupled to the first member at a location offset from thefirst axis and the second arm defines a first slot; and a cross memberhaving a first end and a second end, the first end having a first pinfor slideably engaging the first slot and the second end being coupledto the first member; wherein, the door is movable between the open andclosed positions as the first member pivots about the first axis.

In one example of this embodiment, the vehicle includes a plurality ofpillars forming part of the body frame, the plurality of pillarsincluding at least a first pillar, a second pillar, and a third pillar,where the first pillar is disposed near a front end of the vehicle andthe third pillar is disposed near a rear end thereof; and at least asecond door coupled to the body frame and providing access to aninterior of the vehicle.

In a different embodiment, a motorized vehicle includes a chassis; apowertrain and a plurality of wheels supported by the chassis; a bodyframe mounted on the chassis; a door coupled to the body frame, the doorconfigured to move between an open position and a closed position toprovide access to an interior of the vehicle; a first member defining afirst axis; a first support member pivotally coupled to the door anddefining a second axis; a linkage assembly including a first arm and asecond arm, the first arm and the second arm being pivotally coupled toone another, where the first arm is coupled to the first member at alocation offset from the first axis and the second arm defines a firstslot; a cross member having a first end and a second end, the first endhaving a first pin for slideably engaging the first slot and the secondend being coupled to the first member; and a drive assembly operablycoupled to the first member; wherein, the door is movable between theopen and closed positions as the drive assembly operably drives thefirst member about the first axis.

In one example of this embodiment, the vehicle includes a vehicle floorcoupled to the body frame and chassis; and a ramp assembly coupled tothe vehicle floor, the ramp assembly being configurable in at least astowed position and a deployed position to enable thewheelchair-occupied passenger ingress and egress to and from theinterior.

In a further embodiment, a vehicular system includes a body framedefining an interior; a door coupled to the body frame, the doorconfigured to move between an open position and a closed position toprovide access to the interior; a door assembly including a first memberdefining a first axis; a first support member pivotally coupled to thedoor and defining a second axis; a linkage assembly including a firstarm and a second arm, the first arm and the second arm being pivotallycoupled to one another, where the first arm is coupled to the firstmember at a location offset from the first axis and the second armdefines a first slot; and a cross member having a first end and a secondend, the first end having a first pin for slideably engaging the firstslot and the second end being coupled to the first member. The systemfurther includes a control system including a controller having aplurality of inputs and a plurality of outputs; wherein, the door ismovable between the open and closed positions as the first member pivotsabout the first axis.

In one example of this embodiment, the system includes a pivot armsensor coupled to the first arm and configured to detect a position ofthe door relative to a current position of the first arm; wherein, thepivot arm sensor is disposed in electrical communication with one of theplurality of inputs of the controller for communicating the position ofthe door thereto. In another example, the system includes a rampassembly coupled to the body frame, the ramp assembly being configurablein at least a stowed position and a deployed position to enable awheelchair-occupied passenger ingress and egress to and from theinterior; and a ramp position sensor disposed in electricalcommunication with one of the plurality of inputs of the controller forcommunicating the position of the ramp assembly thereto.

In a third example, the system includes a drive assembly operablycoupled to the first member; a cinching assembly including an actuatorand a cinching head, the actuator being coupled to the first member at afirst end and the cinching head at a second end; a door actuator and asolenoid, the door actuator disposed in electrical communication withone of the plurality of outputs of the controller and the solenoiddisposed in electrical communication with another of the plurality ofoutputs thereof; and an actuator position sensor disposed in electricalcommunication with one of the plurality of inputs of the controller, theactuator position sensor coupled to the actuator to detect a position ofthe cinching head and communicate said detected position to thecontroller; wherein, the controller is disposed in electricalcommunication with the drive assembly and cinching assembly to controlmovement of the door between the open and closed positions.

In a fourth example, the system includes a kneel assembly coupled to thebody frame, the kneel assembly adapted to move the body frame between akneel configuration and a ride configuration; and a kneel sensordisposed in electrical communication with one of the plurality of inputsof the controller, the kneel sensor detecting either the kneelconfiguration or ride configuration and communicating said detectedconfiguration to the controller. In a fifth example, the system includesa bump strip sensor disposed in electrical communication with one of theplurality of inputs of the controller, the bump strip sensor coupled tothe body frame, door, or door assembly, wherein the bump strip sensor isconfigured to detect an object at least partially disposed in a pathtravelled by the door between the open and closed positions andcommunicate said detection to the controller. In a sixth example, thesystem includes a signal receiver electrically coupled to one of theplurality of inputs of the controller, the signal receiver being inelectrical communication with a transmitter for detecting an instructionto open or close the door, wherein the signal receiver is configured toreceive the instruction and communicate the instruction to thecontroller.

BRIEF DESCRIPTION OF THE DRAWINGS

The above-mentioned aspects of the present disclosure and the manner ofobtaining them will become more apparent and the disclosure itself willbe better understood by reference to the following description of theembodiments of the disclosure, taken in conjunction with theaccompanying drawings, wherein:

FIG. 1 illustrates an elevational side view of a motorized vehicleincluding an access ramp;

FIG. 2 illustrates an interior view of a door opening apparatus with thevehicle interior removed;

FIG. 3 illustrates an exterior perspective view of the door openingapparatus of FIG. 2 with the vehicle door removed;

FIG. 4a illustrates a side perspective view of a cinching mechanism ofthe door opening apparatus of FIG. 2 with the door removed;

FIG. 4b illustrates an isolated view of the cinching mechanism of FIG.4a in a push position;

FIG. 4c illustrates an isolated view of the cinching mechanism of FIG.4a in a neutral position;

FIG. 4d illustrates an isolated view of the cinching mechanism of FIG.4a in a pull position;

FIG. 5a illustrates a top-side view of the door opening apparatus ofFIG. 2 with the vehicle door removed;

FIG. 5b illustrates a top-side view of the door opening apparatus ofFIG. 5a in a fully closed position;

FIG. 5c illustrates a top-side view of the door opening apparatus ofFIG. 5a in a partially closed position;

FIG. 5d illustrates a top-side view of the door opening apparatus ofFIG. 5a in a partially opened position;

FIG. 5e illustrates a top-side view of the door opening apparatus ofFIG. 5a in a fully opened position;

FIG. 6 illustrates a block diagram of one embodiment of the controlsystem for the door opening apparatus of FIG. 2;

FIG. 7 illustrates a flow chart of an open process for the controlsystem of FIG. 6;

FIG. 8 illustrates a flow chart of a close process for the controlsystem of FIG. 6;

FIG. 9a illustrates an isolated perspective view of one embodiment of aB pillar of the motorized vehicle of FIG. 1;

FIG. 9b illustrates an elevated perspective view of a surface coupler ofthe B pillar of FIG. 9 a;

FIG. 10a illustrates a partial perspective view of a vehicle door withthe vehicle and door opening apparatus removed;

FIG. 10b illustrates an elevated perspective view of a pivot bracket ofthe vehicle door of FIG. 10 a;

FIG. 11 illustrates a perspective partial view of another embodiment ofthe door opening apparatus with the motor vehicle and vehicle doorremoved; and

FIG. 12 illustrates a partial bottom-side perspective view of the dooropening apparatus of FIG. 11.

Corresponding reference numerals are used to indicate correspondingparts throughout the several views.

DETAILED DESCRIPTION

The embodiments of the present disclosure described below are notintended to be exhaustive or to limit the disclosure to the preciseforms disclosed in the following detailed description. Rather, theembodiments are chosen and described so that others skilled in the artmay appreciate and understand the principles and practices of thepresent disclosure.

FIG. 1 illustrates an embodiment of a sport-utility vehicle (SUV) orcrossover vehicle (CV) 100 available from any number of United Statesand foreign manufacturers. In one example, the vehicle is a FordExplorer manufactured by Ford Motor Company. In the illustratedembodiment, the vehicle includes a unibody construction. Other SUVs orcrossover vehicles contemplated within this disclosure may include aframe on body construction. Consequently the use of SUV herein includesall types and kinds of sport utility vehicles constructed with a body onframe construction, a unibody construction, or other constructions.

As shown in FIG. 1, the vehicle 100 may include a vehicle body 102operatively coupled to front wheels 104 and rear wheels 106. The vehicle100 includes a unibody construction and may be designed off of a truckchassis. The vehicle body 102 may also define a body axis 126 throughthe center of the vehicle 100. The body axis 126 may be defined alongthe length of the vehicle 100. The vehicle may be designed to have agross vehicle weight of at least 6000 pounds. In another aspect, therating may be at least 8000 pounds but less than approximately 10000pounds. In a further aspect, the rating may be between approximately6000 and 10000 pounds.

As shown, a first or front passenger side door 108 is located betweenthe front wheels 104 and rear wheels 106 and provides access to apassenger for sitting in a front seat of the vehicle 100 adjacent to thedriver. In this position, the passenger has a clearer forward view ofthe road when compared to sitting in a middle row or back row of seatsof the vehicle 100.

The vehicle 100 of FIG. 1 has been modified to include a secondpassenger side door 110 coupled to the unibody frame through a dooropening apparatus 200 (FIG. 2) and a latch 124. In a conventionalvehicle such as a Ford Explorer, a passenger-side rear door is hingedlyconnected at two or more locations to a door frame of the vehicle sothat in its open position the door is pivoted outwardly away from thevehicle about its hinges, as is understood by those skilled in the art.In this embodiment, however, the second passenger side door 110 is nothinged to a door frame, and in the open position of FIG. 1 the door 110is disposed in a position approximately parallel with the body axis 126of the vehicle 100. Unlike a minivan, however, the door 110 does notslide along tracks between its open and closed positions. Instead, inthis embodiment the door 110 is coupled to the vehicle 100 via the dooropening apparatus 200.

In addition to modifying the opening and closing of the door 110, anaccess opening 112 defined by a door frame of the vehicle 100 may bemodified or widened to provide access to a passenger seated in awheelchair. The opening 112 is defined on the sides thereof by acombination of a B pillar 128, a rear edge of the door 110, a vehiclefloor 120, and a vehicle roof 122. The vehicle 100 may be furthermodified to include a ramp assembly 114 which provides rolling access ofa wheelchair from a ground surface 116 into an interior 118 of thevehicle 100. The ramp assembly 114 is installed at the opening 112 andis movable between the interior 118 of the vehicle 100, where it isstored in some embodiments, and to the exterior for level change devicedeployment, wheelchair access, and ambulatory access. To accommodate theramp assembly 114, the vehicle floor may be repositioned to a locationthat is at least an inch or more lower than a conventional floor of thevehicle.

Referring now to FIG. 2, one embodiment of a vehicle door configuredwith an automatic door opening apparatus 200 is shown. Moreparticularly, a first member 202 is shown. The first member 202 may besubstantially cylindrical and can define a first axis 210. The firstmember 210 can be coupled to a portion of a base plate 209 at a firstend 208. The first end 208 may further be pivotally coupled to the baseplate 209 through a bearing (not shown). While this is not limited toany particular type of bearing, in one embodiment the bearing used atthe first end 208 may be a thrust bearing or tapered cone bearing forproviding both thrust and rotational control. The thrust bearing couldbe sufficient to withstand the axial load of the door 110 whilesimultaneously providing sufficient frictional properties to allow thefirst member 202 to pivot about a first axis 210. Further, while in oneembodiment the first member 202 may be substantially cylindrical, oneskilled in the art would understand that the first member 202 can be aplurality of shapes, including square, triangular, octagonal, or anyother similar shape.

The first member 202 may also be coupled to a sub bracket 213 at asecond end 212. The second end 212 may be rotationally coupled to thesub bracket 213 in a way that allows the first member 202 to rotateabout the first axis 210. The sub bracket 213 may further be coupled tothe vehicle body 102 through a support bracket 215. The support bracket215 may be coupled to the vehicle body 102 by bolts, rivets, welds,adhesives, compression fittings, or the like. Further, the supportbracket 215 may be coupled to the sub bracket 213 utilizing any of aplurality of known coupling methods.

Second end 212 may also utilize a thrust bearing (not shown) or taperedcone bearing to allow pivotally coupling the first member 202 along thefirst axis 210. The first end 208 and the second end 212 may be coupledin such a way that the first member 202 can pivot about the first axis210 but be substantially restricted from any axial movement along thefirst axis 210. While one method of coupling the first member 202 to thevehicle body 102 has been described and shown herein, this disclosure isnot limited to such an embodiment. One having skill in the relevant artwill understand that there are many ways to pivotally couple the firstmember 202 to the vehicle body 102. For example, the first end 208 couldbe pivotally coupled directly to the vehicle body 102 and the second end212 could be pivotally coupled to the vehicle body 102 through a singlebracket.

In addition to the first member 202 a second member 214 may be utilizedby the door opening apparatus 200. The second member 214 may be coupledto the first member 202 by a first and second cross member 216, 218.Further, the cross members 216, 218 may hold the first member 202 andthe second member 214 in a substantially parallel configuration relativeto one another. The cross members 216, 218 can be coupled to the firstmember 202 in such a way that the cross members 216, 218 pivot about thefirst axis 210 along with the first member 202. In one non-limitingembodiment, the cross members 216, 218 may be fixed to the first member202 through welds, bolts, adhesives, clamps, and the like.

The cross members 216, 218 may be similarly fixed to the second member214. The paths of rotation for the components of the door openingapparatus 500 are shown in FIG. 5a . The cross members 216, 218 canprovide sufficient structural integrity to allow the first member 202 torotate the second member 214 about a first arc 501 relative to the firstaxis 210. Further, the cross members 216, 218 may be spaced axiallyalong the first member 202 and be substantially parallel to one another.This may result in a rigid coupling between the first member 202 and thesecond member 214 such that they do not substantially move relative toone another. In one embodiment, minimizing said axial movement mayensure that the door 110 consistently couples to the vehicle body 102sufficiently when a closing routine is performed.

While the cross members 216, 218 have been described in detail above,other methods of coupling the first member 202 to the second member 214could be used. This disclosure should not be limited to using the crossmembers 216, 218 described herein. In another non-limiting example, asubstantially solid plate could be used to couple the first member 202to the second member 214. Further, a single cross member, or more thantwo cross members could be utilized to achieve substantially the sameresult. One skilled in the art will understand that there are many waysto couple the first member 202 to the second member 214 and that it isadvantageous to use the lightest coupling method available that suppliessufficient structural integrity to inhibit substantial deflectionbetween the first member 202 and the second member 214.

The second member 214 may be pivotally coupled to a door coupler 220.The door coupler 220 may be pivotally coupled to the second member 214at a first location 222 and a second location 224. Further, the firstand second locations 222, 224 may be pivotally coupled to the doorcoupler 220 through a bearing or bushing (not shown) that allows thedoor coupler 220 to pivot about a second axis 226. The second axis 226may be substantially parallel to, but offset from the first axis 210.Further, the door coupler 220 may be coupled to the second member 214 ina way that allows the door coupler 220 to rotate about the second axis226. That is to say, the door coupler 220 may be oriented at a pluralityof angles relative to the first and second cross members 216, 218.

The door coupler 220 can further be coupled to the door 110 in aplurality of different ways and using a plurality of different couplingmethods. For instance, in one embodiment, the door coupler 220 caninclude a substantially planar plate that covers a large area of aninternal portion of the door 110. The planar plate can be coupled to theinterior portion of the vehicle door structure by bolts, welds,adhesives, rivets, and the like and this disclosure should not belimited to any one particular method.

Further, one skilled in the art will understand that the door coupler220 may have a plurality of different shapes or cross-sections andshould not be limited to a plate configuration. For example,reinforcement bars may couple the first and second locations 222, 224 tosupport structures of a vehicle door. Further, “L” brackets may couplethe first and second locations 222, 224 directly to the door. The methodused to couple the first and second locations 222, 224 to the vehicledoor may vary depending on the material characteristics and strength ofthe components that form the door. One skilled in the art willunderstand that the particular method of coupling the vehicle door tothe first and second locations 222, 224 will differ depending on theparticular vehicle door the door opening apparatus 200 is being appliedto.

Moreover, the door coupler 220 can be used to pivotally couple the door110 to the second member 214. As described above, the door coupler 220can pivot about the second axis 226 and further the cross members 216,218 can move the second member 214 along the first arc 501 relative tothe first axis 210. This may result in a door 110 that can changeorientation about both the first axis 210 and the second axis 226.

The door coupler 220 may also be coupled to an orientation arm 234. Theorientation arm 234 may partially control the angular orientation of thedoor coupler 220 relative to the first and second cross members 216,218. The orientation arm 234 may be pivotally coupled to the doorcoupler 220 at a first end 238. First end 238 may be at a location alongthe door coupler 220 that is offset from the second axis 226. Theorientation arm 234 may also have a coupling location at a second end242. The orientation arm 234 may be configured to be pivotally coupledat both the first and second ends. The orientation arm 234 may alsodefine a slotted portion 232 between first end 238 and second end 242.The slotted portion 232 may extend along a portion of the length of theorientation arm 234 and have a sufficiently wide opening to receive aportion of a guide 228.

In one embodiment, the orientation of the door coupler 220 relative tothe body axis 126 can be controlled by the pivot points defined at thefirst end 238 and the second member 214. That is to say, as the firstend 238 changes alignment with the second member relative to the bodyaxis 126, the door coupler 220 and the door 110 also change angularalignment with the body axis 102.

The location of the first end 238 may be altered, in part, by thelocation of the second end 242. Second end 242 may be a pivotal locationwhere the orientation arm 234 is pivotally coupled to a pivot arm 240.On a base end, the pivot arm 240 may be coupled to the sub bracket 213.Further, the pivot arm 240 may be pivotally coupled to both theorientation arm 234 and the sub bracket 213 by a bushing, bearing, orany other coupling mechanism that may allow a pivotal engagement betweencomponents. The pivot arm 240 and the orientation arm 234 may besubstantially interconnected to one another to create a linkage betweenthe door coupler 220 and the sub bracket 213.

As described in more detail above, the sub bracket 213 may be coupled tothe vehicle body 102 through the support bracket 215 as shown in FIG. 2.In this configuration, the base end 246 may also be substantiallycoupled to the vehicle body 102 through the sub bracket 213. The pivotalcoupling of the base end 246 to the sub bracket 213 may allow the pivotarm 240 to pivot to a plurality of angular orientations relative to thebody axis 102.

The orientation arm 234 and the pivot arm 240 may also maintainsubstantially parallel planar alignment with one another. For example,both the orientation arm 234 and the pivot arm 240 may rotate withintheir respective parallel planes without substantially moving outside ofsaid planar alignment. The orientation arm 234 and the pivot arm 240 arerestricted to approximately two-dimensional movements within theirrespective parallel planes. More specifically, the orientation arm 234and the pivot arm 240 may pivot about their respective pivot points, butmay be substantially restricted from any axial movement about said pivotpoints.

Additionally, the pivot arm 240 may have a mount 244 coupled at alocation between second end 242 and the base end 246. A stopper (notshown) can be coupled to the mount 244. The stopper may be configured toprovide a dampened impact between the pivot arm 240 and a portion of thecross member 216 when the door 110 is in a fully opened position 510(FIG. 5e ). In one embodiment, the stopper coupled to the mount 244 maysubstantially restrict the door 110 from opening past the fully openedposition 510 by restricting further rotation of the orientation arm 234and the pivot arm 240.

One skilled in the art will understand the many ways to restrict therotation of the pivot arm 240 and the orientation arm 234. In onenon-limiting example the stopper could contact any portion of theorientation arm 234 and not a portion by the cross member 216. Further,the mount 244 and stopper may be located on the orientation arm 234instead of the pivot arm 240. Lastly, a person having skill in the artwill understand the plurality of materials and mechanisms that could beused to create the stopper. For example, the stopper may be made from anelastic or resilient material such as rubber, plastic, or the like.Further, the stopper may include a mechanical dampening device such as ahydraulic cylinder, a metal or gas spring, or any other mechanicaldampening device.

The base end 246 may also have a position sensor (not shown) locatedthereon. The position sensor may be utilized to measure the position ofthe pivot arm 240. In one embodiment, using the position sensor todetermine the position of the pivot arm 240 may be used to determine theposition of the door 110. For example, if the position sensor reads thepivot arm 240 to be in one location, it may be an indication that thedoor 110 is in a closed position 502 (FIG. 5b ). Further, when theposition sensor reads that the pivot arm 240 is in a different location,it may be an indication that the door 110 is not in the closed position502.

In one embodiment the position sensor may be an absolute sensor. Theabsolute sensor can determine the orientation of the door 110 in anyconfiguration. The type and location of the sensor is not limitedhowever. There may be other types of sensors and sensor locations thatmay be used to determine the configuration of the door. For instance, asensor may be placed on the first member 202, the second member 214, orany other location that experiences movement when the door 104 changesangular orientation relative to the body axis 126. Further, the doorsensor that is commonly manufactured in a vehicle may be utilized todetermine when the door is in the fully closed configuration.

In FIG. 2, the guide 228 may be coupled to the first cross member 216.The guide 228 may be a substantially cylindrical protrusion from asurface portion of the first cross member 216. Further, the guide 228may define a third axis 230 that is parallel to, but offset from, thefirst and second axes 210, 226. The guide 228 may be sized to bereceived at least partially by the slotted portion 232 of theorientation arm 234. The guide 228 may have a first diameter and asecond diameter (not shown). The first diameter may be greater than thesecond diameter and greater than a width of the slotted portion 232.Further, the second diameter may be less than the width of the slottedportion 232. In one embodiment, at least a portion of the seconddiameter of the guide 228 may be disposed within the slotted portion 232of the orientation arm 234. In such a configuration, a cap 236 may becoupled to a distal portion of the guide 228.

The cap 236 may force the guide 228 to remain at least partiallydisposed within the slotted portion 232 of the orientation arm 234. Inone non-limiting embodiment, this may be achieved by utilizing the cap236 and the first and second diameter of the guide 228 to create aradial channel about the guide 228 that fits within the slotted portion232 of the orientation arm 234. The guide 228 may then slide freelyalong the slotted portion 232 while being restricted from moving axiallyaway from the orientation arm 234 in either axial direction along thethird axis 230.

The orientation arm 234 may be slidably coupled to the guide 228 at theslotted portion 232 in addition to being pivotally coupled to the doorcoupler 220 and the pivot arm 240 as described in detail above. As thedoor 104 transitions between the fully opened position 510 (FIG. 5e )and the fully closed position 502 (FIG. 5b ), the orientation of thedoor 110 may be partially defined by the alignment of the guide 228 inthe slotted portion 232. More specifically, because the orientation ofthe door 104 depends on the alignment of first end 238 and the secondmember 214 as described above, the position of the guide 228 in theslotted portion 232 may alter the location of the first end 238 and inturn, the angle of the door 104 relative to the body axis 126. Forexample, as the second member 214 is moved along the first arc 501, theorientation arm 234 may change the position of the first end 238 as theguide 228 slides about the slotted portion 232.

The guide 228 may slide about the slotted portion 232 because of thepivotal coupling locations of the orientation arm 234, the pivot arm240, and the first member 202. The first arc 501 and the second arc 512show the path of the second member 214 and second end 242 as they pivotbetween the fully closed position 502 and the fully opened position 510.More specifically, because the pivot point of both arcs 501, 512 arecoupled to the vehicle body 102, and because second end 242 and thesecond member 214 are substantially rigid members between theirrespective outer points and pivot points, both second end 242 and thesecond member 214 are substantially restricted to their respective arcs501, 512 as the door moves between the fully closed position 502 and thefully opened position 510.

Considering this restricted relationship, the slotted portion 232 of theorientation arm 234 provides for a way to pivotally couple second end242 to the second member 214. More specifically, as second end 242 andthe second member 214 travel about their respective arcs 501, 512, theorientation arm 234 may pivot the door coupler 220, as the guide slidesthrough the slotted portion 232. In this configuration, the profile ofthe slotted portion 232 and the location of second end 242 and thesecond member 214 about their respective arcs 501, 512, maysubstantially dictate the angular orientation of the door 104 relativeto the body axis 126.

One aspect of the present disclosure is the ability of the dooroperation to be completed without substantial user intervention. Forexample, the user may operably control the door 110 from a fully closedposition 502 (FIG. 5b ) to the fully opened position 510 (FIG. 5e ) byonly sending an electrical signal to a controller 601 (FIG. 6). This maybe achieved by incorporating a drive mechanism 312, a clutch assembly314, a first and second sprocket 316, 318, and a drive chain 320 asshown in FIG. 3.

In one embodiment, the drive mechanism 312 may be electrically poweredand coupled to a power source (not shown) through the controller 601.The mechanical output of the drive mechanism 312 may further be coupledto a gear set 322 where the torque and speed of the drive mechanism 312can be controlled to meet the needs of the door operation. The output ofthe gear set 322 may further be coupled to the clutch assembly 314. Theclutch assembly 314 may be capable of both an engaged position and adisengaged position. In the disengaged position, the drive mechanism 312may not be mechanically coupled to the first sprocket 316. However, inthe engaged position, the clutch assembly 314 may transfer the torsionalforces generated by the drive mechanism 312 to the first sprocket 316.

The first sprocket 316 may transfer torsional loads from the drivemechanism 312 to the second sprocket 318 via the drive chain 320. Inother embodiments, a gearset, belt, timing belt, and the like may beused with or in place of the drive chain 320. The second sprocket 318may be coupled to the first member 202 in such a way that allows thefirst member 202 to rotate as the second sprocket 318 rotates. That isto say, the drive mechanism 312 may provide torsional power to rotatethe first member 202 through the drive chain 320 and first and secondsprockets 316, 318 when the clutch assembly 314 is in the engagedposition. As described above, the cross members 216, 218 may furthertransfer the rotation of the first member 202 to the second member 214and cause the second member 214 to move along the first arc 501.

When the door 110 is not latched to the vehicle body 102, the door 110can be rotated from the closed position 502 to the fully opened position510 by the drive mechanism 312. More specifically, the door openingapparatus 200 can control both the angle of the door 110 relative to thebody axis 126 and the location of the second member 214 along the firstarc 501.

Some of the structural components of the door 500 are shown in FIGS.5a-5e . The embodiments shown in FIGS. 5a-5e include top side views ofthe door opening apparatus 200 in the fully opened position 510 in FIG.5e , a halfway opened position 506 in FIG. 5d , a partially closedposition 504 in FIG. 5c , and the fully closed position 502 in FIG. 5 b.

In the fully closed position 502, the guide 228 is in the slottedportion 232 in an area proximate to the second end 242. In the fullyclosed position 502, the orientation arm 234 may align first end 238with the second member 214 so that the door 110 is substantially alignedwith the vehicle body 102. In one embodiment, when the angle of theorientation arm 234 is changed by the position of the guide 228, theangular orientation of the door coupler 220 will also change relative tothe body axis 126.

Second end 242 may travel along the second arc 512 as the second member214 rotates due to the manner in which the orientation arm 234 iscoupled to the door coupler 220. As described above, first end 238 andthe guide 228 can define the angular orientation of the door coupler 220relative to the vehicle body 102. Further, second end 242 may be forcedto travel along the second arc 512 by the pivot arm 240. As the secondmember 214 is pivoted about the first arc 501, second end 242 is pivotedabout the second arc 512 by the orientation arm 234. While second end242 is pivoted about the second arc 512, the angle of the orientationarm 234 changes relative to the pivot arm 240 and in turn the angle ofthe door 104 is changed relative to the body axis 126. In oneembodiment, the drive mechanism 312 may provide the torsional force topivot the door opening apparatus 200 as described above.

The drive mechanism 312 may be used to alter the location of first end238 and in turn the specific angular orientation of the door coupler 220about the second axis 226. For example, in the fully closed position502, first end 238 may be aligned with the second axis 226 such that thedoor coupler 220 will substantially align the door 110 with the vehiclebody 102. However, as the drive mechanism 312 moves the second member214 about the first are 501, the angular alignment of first end 238 andthe second member 214 relative to the vehicle body 102 may be forced tochange because of the orientation of the pivot arm 140 and theorientation arm 134.

The guide 228 may slide through the slotted portion 232 to changeangular orientations of the door coupler 220 as the drive mechanism 312rotates the door opening apparatus 200 between the fully closed position502 and the fully opened position 510. In other words, because thesecond member 214 and second end 242 may be constrained to travel alongtheir respective arcs 501, 512 and as the drive mechanism 312 rotatesthe second member 214, the orientation arm 234 may alter the orientationof the door coupler 220 as the guide 228 slides through the slottedportion 232.

The location of the guide 228 and the profile of the slotted portion 232may also define the angular orientation of the orientation arm 234. Asdescribed above, the guide 228 may be coupled at a location along thefirst cross member 216 between the second member 214 and the firstmember 202. When the door opening apparatus 200 is in the fully closedposition 502 as shown in FIG. 5b , the guide 228 may be in the proximalpart of the slotted portion 232 relative to second end 242. As the dooropening apparatus 200 transitions to the partially closed position 504,the guide 228 may slide along the slotted portion 232 until the guide228 is located in an approximately centered position along the slottedportion 232. Finally, when the door reaches the fully opened position510, the guide 228 may be located at a substantially distal portion ofthe slotted portion 232 from second end 242.

The slotted portion 232 may be designed to interact with the guide 228to manipulate the door 110 orientation depending on the door 110position. More particularly, the slotted portion 232 and therelationship between the slotted portion 232 and the orientation arm 234is shown FIGS. 5a-5e . The slotted portion 232 may have an arc-shaped orcurved profile as one way the orientation of the door 110 may be changedas the guide 228 slides therealong. In one embodiment altering theprofile of the slotted portion 232 may be advantageous because it mayallow the angular orientation of the door 110 relative to the body axis126 to change between the fully closed position 502 and the partiallyclosed position 504. For example, a bend (not shown) at the distallocation of the slotted portion 232 relative to the second end 242 maycause the angular orientation of the door 110 relative to the vehiclebody 102 to change between the fully closed position 502 and thepartially closed position 504. Such a bend may assist the door 110 latchin exiting the engaged position as the door transitions from the fullyclosed position 502 to the partially closed position 504.

A cinch assembly 302 is more clearly shown in FIG. 3 and how the cinchassembly 302 couples to the sub bracket 213. The cinch assembly 302 mayinclude an actuator 304 that may be coupled to the sub bracket 213 at afirst side 324, and to a cinching head 306 at a second side 326. Theactuator 304 may be substantially fixed to the sub bracket 213 at thefirst side 324, but capable of moving the cinching head 306 to at leasta push position 450 shown in FIG. 4b , a neutral position 460 shown inFIG. 4c , and a latch position 470 shown in FIG. 4 d.

A more detailed view of the cinching head 400 is shown in FIG. 4a . Thecinching head 306 can define an inner cavity 412. The inner cavity 412can have an opening 414 configured to allow a door bracket guide 404 totransition into, and out of, the inner cavity 412. The door bracketguide 404 can be coupled to a door bracket 402 at a location that allowsthe door bracket guide 404 to become disposed within the inner cavity412. The door bracket 402 may further couple the door bracket guide 404to the door 110. In one embodiment, the door bracket guide 404 may be asubstantially cylindrical protrusion extending from a surface of thedoor bracket 402. In a different embodiment, the door bracket guide 404may include a roller or bearing at the location that aligns with thecinching head 306.

The cinching head 306 may also have a first slanted portion 416 and asecond slanted portion 418. Both the first slanted portion 416 and thesecond slanted portion 418 may be configured to engage the door bracketguide 404. For example, when the cinch assembly 302 is oriented in thepush position 450, the first slanted portion 416 may contact the doorbracket guide 404 and force a door bracket 402 in an exterior direction471 away from the vehicle body 102. Similarly, when the cinch assembly302 is oriented in the latch position 470, the second slanted portion418 may contact the door bracket guide 404 and bring the door bracket402 in an interior direction 472 towards the vehicle body 102. Finally,when the cinch assembly 302 is oriented in the neutral position 460. Thedoor bracket guide 404 may transition from being within the inner cavity412 of the cinching head 306 to a position outside of the cinching head306 without engaging the actuator 304.

The cinching head 306 may have a slotted support region 406. The slottedsupport region 406 may extend parallel to a slide axis 408 defined byactuator 304. The slotted support region 406 may also be slideablycoupled to the sub bracket 213. In one embodiment, this may be done bycouplers 480 extending through the slotted support region 406 and intothe sub bracket 213. The couplers 480 may have a body portion that canbe encompassed by the slotted support region 406 and a head portion thatis wider than the slotted support region 406. The couplers 480 may alsobe sufficiently spaced along the sub bracket 213 to allow the cinchinghead 306 to slide between the push position 450 and the latch position470 without substantially inhibiting the axial movement of the cinchinghead 306 along the slide axis 408.

In one embodiment the slotted support region 406 and the couplers 480may allow the cinching head 306 to pull the door 110 in the interiordirection 472 while in the latch position 470 without substantiallydeflecting the actuator 304 in the exterior direction 471. That is tosay, the actuator 304 can move the cinching head 306 along a slide axis408, while the slotted support region 406 can resist forces generated inthe exterior direction 471 by slidably coupling the cinching head 306 tothe sub bracket 213.

As is known in the art, vehicle doors may have a fully latched positionand a partially latched position. In one embodiment, the cinch assembly302 may be configured to supply a supplemental force to transition thedoor from, the partially latched position to the fully latched position.

The cinch assembly 302 may influence the orientation of the door 110through the door bracket guide 404 coupled to the door bracket 402. Oneway this may be achieved is by transitioning the cinch assembly 302 fromthe neutral position 460 to the latch position 470 only when the door110 is in the partially latched position. As the cinching head 306 ismoved along the slide axis 408 towards the first side 324, the firstslanted portion 416 may contact the door bracket guide 404 and pull thedoor 110 in an interior direction 472 to the fully latched position.After the cinch assembly 302 has pulled the door 110 to the fullylatched position, the cinch assembly 302 may return to the neutralposition 460 where the door bracket guide 404 may be substantiallydisposed within the opening 414.

The cinch assembly 302 may also provide a supplemental opening forcewhen something is inhibiting the door 110 from transitioning to thefully opened position 510. In one non-limiting example, snow or ice mayaccumulate along seals between the door 110 and the vehicle body 102. Inthese conditions, the cinch assembly 302 may provide a supplementalopening force. In one embodiment, the door bracket guide 404 may be atleast partially located within the inner cavity 412 of the cinching head306. The actuator 304 may move the cinching head 306 away from the firstside 324 along the slide axis 408 so that the second slanted portion 418contacts the door bracket guide 404. As the actuator 304 moves thesecond slanted portion 418 further away from the first side 324, thedoor 110 is forced in the exterior direction 471 towards the fullyopened position 510. The supplemental force produced by the cinchassembly 302 may be sufficient to break the seals of the door 104 freeof any restrictions and allow the drive mechanism 312 to move the door104 to the fully opened position 510.

The cinch assembly 302 may remain in the neutral position 460 unless thecinch assembly 302 is directed to transition to either the latchposition 470 or the push position 450. While in the neutral position460, the door bracket guide 404 may transition in to, or out of, theinner cavity 412 of the cinching head 306. This configuration may allowthe door 110 to transition from a closed state to an open state (or viceversa) without the door bracket guide 404 substantially contacting thecinching head 306. While the cinching head 306 is in the neutralposition 460, the door 110 may be manipulated by either a user or a dooroperation function without being restricted by the cinching head 306.

One skilled in the art will understand how the slotted support region406 and couplers 480 can provide supplemental support to the cinchinghead 306 during both the push position 450 and the latch position 470.During the push position 450, as the actuator 304 moves the cinchinghead 306 away from the first side 324, the door bracket guide 404contacts the second slanted portion 418. If the door 110 does not open,the cinching head 306 will experience a force in the interior direction472. The couplers 480 located within the slotted support region 406 maysubstantially counter the force in the interior direction 472 becausethe couplers 480 are slidably coupled to the vehicle body 102 throughthe sub bracket 213. As described above, the relationship between theslotted support region 406 and the couplers 480 allows the cinching head306 to move along the slide axis 408 but substantially restrictsmovement in the interior direction 472.

The slotted support region 406 and the couplers 480 can alsosubstantially restrict forces in the exterior direction 471 when thecinching head 306 is transitioning towards the latch position 470.Forces in the exterior direction 471 may be experienced by the cinchinghead 306 when the door 110 resists further movement in the interiordirection 472. The slotted support region 406 and the couplers 480 mayprovide the necessary supplemental support to substantially restrict thecinching head 306 from moving in the exterior direction 471.

One skilled in the art will understand the plurality of ways thecinching head 306 can be restricted from substantially deflectingoutside of the slide axis 408. For example, instead of a slotted portionand couplers, the cinching head 306 may have rails that only allow thecinching head 306 to move along the desired path. Further, there are aplurality of different types of linear bearings that can be utilizedwith the cinching head 306 to address the forces described above, any ofwhich could similarly be implemented under this disclosure.

In a different embodiment 1100 shown in FIG. 11, there may be a fourthaxis 1102 between the first member 202 and the second location 224. Thefourth axis 1102 may be defined by a first support member 1130. Thefourth axis 1102 may define a rotational axis for a first and secondconnecting arms 1104, 1106. More particularly, the first and secondconnecting arm 1104, 1106 may pivot about the fourth axis 1102 to changethe angular orientation of the first and second connecting arms 1104,1106 relative to cross members 1120, 1122. The first and secondconnecting arms 1120, 1122 may pivotally couple the first support member1130 to a second support member 1132. The particular angle between thefirst and second connecting arm 1104, 1106 and the cross members 1120,1122 is shown by angle Θ.

An angle arm 1108 may be slideably coupled to the first cross member1120. The angle arm 1108 may be restricted from any substantial movementoutside of sliding axially about a linear axis 1110 defined along thefirst cross member 1120. The axial location of the angle arm 1108 alongthe linear axis 1110 may be controlled by a slotted profile 1112 definedby a portion of the support sub bracket 1124. A control end 1114 of theangle arm 1108 may provide a means for slidably coupling the angle arm1108 to the slotted profile 1112. The control end 1114 may have aretention member 1116 coupled to the angle arm 1108 via at least onespacer 1118 and a roller or pin (not shown).

The retention member 1116 may be disposed so that a bottom surface ofthe retention member 1116 is substantially aligned with an upper surfaceof the slotted profile 1112 of the sub bracket 1124. Further, an uppersurface of the angle arm 1108 may be substantially aligned with a lowersurface of the slotted profile 1112 of the sub bracket 1124. In onenon-limiting example, the spacer 1118 is substantially the samethickness as the portion of the sub bracket 213 that defines the slottedprofile 1112. The angle arm 1108 and the retention member 1116 maypartially encompass the slotted profile 1112. The roller or pin maycouple the retention member 1116 to the angle arm 1108 while passingthrough a portion of the slotted profile 1112.

The engagement between the retention member 1116, the angle arm 1108,the roller or pin, and the slotted profile 1112 is such that the slottedprofile 1112 can move relative to the angle arm 1108. More specifically,the angle arm 1108 may rotate about the first axis 210 while the pin orroller follows the slotted profile 1112. As the slotted profile 1112changes relative to the first axis 210, the angle arm 1108 may changeaxial location along the linear axis 1110.

At least one slider coupler or slot 1202 is shown in a bottom-sideperspective view 1200 of the door opening apparatus shown in FIG. 12.The slider coupler 1202 may be a defined opening in the first crossmember 1120 that allows for the angle arm 1108 to move in an axialdirection along the linear axis 1110 while being slidably coupled to thefirst cross member 1120. In one embodiment, the angle arm 1108 may havea slider bearing or pin disposed within the slider coupler 1202. Theslider bearings may substantially restrict the angle arm 1108 from anymovement other than the axial movement along the linear axis 1110. Theslider coupler 1202 may define a maximum and minimum axial distance thatthe angle arm 1108 can move relative to the first axis 210. In theillustrated embodiment of FIG. 12, the first cross member 1120 mayinclude a plurality of slider couplers or slots 1202, and the angle arm1108 may include an equal number of slider bearings or pins for slidablyengaging each slot.

The angle Θ may be altered by changing the linear distance between theangle arm 1108 and the first axis 210. The angle arm 1108 may define aslotted coupling 1204 at a location substantially adjacent to the firstconnecting arm 1104. The slotted coupling 1204 may be pivotally andslidably coupled to the first connecting arm 1104 by a slider 1206. Asthe angle arm 1108 moves about the linear axis 1110, the slottedcoupling 1204 may alter the angle Θ as the slider 1206 forces the firstconnecting arm 1104 to rotate about the fourth axis 1102. The angle Θ isdetermined by the location of the pin or roller within the slottedprofile 1112 because the angle arm 1108 will move the slider 1206 as thepin or roller moves within the slotted profile 1112. For example, if theangle arm 1108 is slid away from the first axis 210 by the slottedprofile 1112, the angle Θ will become larger as the first connecting arm1104 is forced to rotate about the fourth axis 1102 away from the firstaxis 210 by the angle arm 1108.

In one embodiment, the slotted profile 1112 may have a taper 1208 at oneend. The taper 1208 may extend radially away from the first axis 210 andbe followed by the pin or roller of the angle arm 1108 as the door 110approaches the fully closed position 502. In this embodiment, the taper1208 may cause the angle Θ to change as the door 110 moves from thepartially closed position 504 to the fully closed position 502. Thetaper 1208 may allow an initial angular rotation of the door 104relative to the body axis 126 that is sufficient to allow the door 110to properly transition between a fully closed position 502 and a fullyopened position 510.

In the embodiment with the fourth axis 1100, the door 110 may be rotatedabout the first axis 210 in substantially the same way as describedabove. As the first cross member 1120 rotates about the first axis 210,the linear location of the angle arm 1108 along the first cross member1120 may be altered by the location of the pin or roller and the slottedprofile 1112. As the linear location of the angle arm 1108 changes, sodoes the angle Θ and in turn the door 110. Simultaneously with thechange of the angle Θ, the pivot arm 240 may rotate about the base end246. As the pivot arm 240 rotates, the position of the orientation arm234 also changes based on the location of second end 242, the guide 228,and first end 238. That is to say, as the angle arm 1108 can changeangle Θ as the door moves between positions, the pivot arm 240, theorientation arm 234 and the guide 228 can also change the angularorientation of the door 110 relative to the vehicle body 102 insubstantially the same way as described in the previous embodiments.

The features disclosed herein may be implemented in a plurality of ways.For instance, the particular location of the guide 228 and the size andorientation of the slotted portion 232 may change without deviating fromthe teachings of this disclosure. Further still, using a roller and atrack, or any other similar means of slidably engaging a structure, areconsidered to be potential substitutes for the slots, bushings, orrollers disclosed herein. Accordingly, this application is not limitedto any one configuration.

Yet another aspect of the present disclosure is the location of theclutch assembly 314 between the drive mechanism 312 and the firstsprocket 316. The clutch assembly 314 may be electronically controlledby the controller 601. Further, the clutch assembly 314 can at leastpartially control whether the door 110 is opened by the drive mechanism312 or by a user manipulating the door latch 124. For example, when theclutch assembly 314 is in the disengaged position, the door 110 can beopened from the fully closed position 502, to the fully opened position510, without engaging the drive mechanism 312. By disengaging the clutchassembly 314, the first sprocket 316 may rotate the second sprocket 318with the drive chain 320 without requiring the drive mechanism 312 torotate. In this embodiment, the user may open the door 110 withoutrequiring the drive mechanism 312 to rotate as the door 110 transitionsfrom the fully closed position 502 to the fully opened position 510.

The door 110 may transition from the fully closed position 502 to thefully opened position 510 in substantially the same way it would whenthe drive mechanism 312 is powering the door opening apparatus 200. Forexample, when the door is opened by a user, the second member 214 maytravel along the first arc 501 and the second end 242 may travel alongthe second arc 512 in the same manner as if the door 110 were beingopened by the drive mechanism 312. Further, the slotted portion 232 maystill interact with the guide 228 to substantially control the angularorientation of the door 110 relative to the vehicle body 102. That, isto say, the mechanical components that substantially control the path oftravel of the door 110 relative to the vehicle body 102 may be affectivewhether powered by the drive mechanism 312 or a user.

Once the door 110 becomes disposed in either the fully closed position502 or the fully opened position 510, whether by a user or the drivemechanism 312, a spring 330 (FIG. 3) may be utilized to assist inmaintaining the door 110 in the desired position. The spring 330 may becoupled to a portion of the support bracket 215 at a first end 332 and apart of the first member 202 at a second end 334. The spring 330 may bea compression spring that applies a force to separate first end 332 andsecond end 334. Second end 334 may be coupled to the first member 202 sothat it is radially offset from the first axis 210. Moreover, when thedoor 110 is in the fully closed position 502, second end 334 of thespring 330 may provide a torsional force about the first axis 210 tohold the door 110 in the fully closed position 502. Further, as the door110 moves from the fully closed position 502 to the fully openedposition 510, second end 334 may rotate sufficiently about the firstaxis 210 to provide a torsional force about the first axis 210 to holdthe door 110 in the fully opened position 510.

In one embodiment, the torsional force supplied by the spring 330 to thefirst member 202 may maintain the door in the fully opened position 510or the fully closed position 502 when the clutch assembly 314 isdisengaged. However, the torsional force supplied by the spring 330 maynot be sufficiently strong to stop the clutch assembly 314 and drivemechanism 312 from transitioning the door 110 between fully openedposition 510 and the fully closed position 502. That is to say, thespring 330 may be capable of maintaining the position of the door 110when the clutch assembly 314 is disengaged, but the spring 330 may notbe strong enough to keep the clutch assembly 314 and drive mechanism 312from changing the position of the door 110. This may be referred to asan “over-center” mechanism.

One skilled in the art will also understand that a plurality ofspringing mechanisms may be used for the spring 330. A coil spring, gasspring, leaf spring, and the like may be used to form the spring 330.Further, other methods of mechanically holding the door 110 in the openor closed position are considered herein. One such method may includeelectrically locking the drive mechanism 312 and the clutch assembly 314to substantially restrict further movement of the door 104. One skilledin the art will understand that other known methods for holding avehicle door open can be used. For example, a cam and roller assemblymay be used. The cam may be coupled to the second end 334 of the supportbracket 215 and include indentations which the rollers may becomepartially disposed in when the door 110 reaches the fully openedposition 510 or the fully closed position 502. Accordingly, thisdisclosure is not limited to any one particular method.

One aspect of the present disclosure is the ability of the door 110 totransition from the fully closed position 502 to the fully openedposition 510 without substantial user interaction while stillmaintaining traditional functionality of the door 110 handle and latch124. In one example, the vehicle 124 may be substantially unaltered withthe exception of adding a latch solenoid (not shown), or any othersimilar mechanism, to electronically move the latch 124 from a latchedposition to an unlatched position.

The solenoid may be located within a cavity of the door 110 and may beoriented about the latch 124 in a manner that allows the latch solenoidto transition the latch to the unlatched position. The latch solenoidmay be electrically powered and controlled through the controller 601.However, the latch solenoid is not considered to be the only method ofcontrolling the orientation of the latch 124. Other devices, such asactuators, hydraulics, motors, and the like, may be used to transitionthe latch from the latched position to the unlatched position. Oneskilled in the art will understand how a solenoid, or any other similarmechanism, can be used to create substantially the same opening force auser may exert on the latch.

The locking mechanism of the vehicle may also be monitored andcontrolled by the controller 601 of the door opening apparatus 200. Asolenoid may be located within the cavity of the door 110 in such anorientation that allows the solenoid to transition the door lockingmechanism between a locked and an unlocked position. Further, a lockstatus indicator may be monitored by a control to signal to the dooropening apparatus 200 when the door 110 is in the locked configuration.

In yet another embodiment, the door opening apparatus 200 may utilizethe electronic locking mechanism that is already equipped in standardvehicles with electric locking mechanisms. Instead of implementing asolenoid or the like to control the locked state of the vehicle, dooropening apparatus 200 may send an electronic signal to the door lockingsystem that is originally manufactured in the vehicle to alter the lockstatus. The electronic signal may then simulate a lock or unlock commandas would be expected from the vehicles control system in order totransition the vehicle locking mechanism between a locked state and anunlocked state, and vice versa.

One aspect of the present disclosure is the substantial retention of thestandard vehicle door latching and locking mechanisms. By utilizingsolenoids or the like that can provide similar forces as would a user,the door opening apparatus 200 can be implemented on a plurality ofvehicles. Further, the user may utilize the original latch 124 to openthe door using a similar unlatching procedure as would be required bythe door as originally manufactured.

The door opening apparatus 200 may removeably couple to the B pillar128. The B pillar 128 may be a substantially vertical closed steelstructure welded at its bottom to the vehicle floor 120 and at its topto a roof rail or panel. The B pillar 128 may also define thesubstantially vertical side of the door opening 112 that is nearest afront location of the vehicle body 102. A section view 900 of the Bpillar 128 is shown in FIG. 9 a.

The B pillar 128 may have at least one receiver 902 spaced along the Bpillar 128. The receiver 902 may define a cavity in the B pillar 128that can removeably receive at least one alignment coupler 1002 (FIG.10a ). The receiver 902 may be disposed so that the opening of thecavity is located on a surface 904 of the B pillar 128 thatsubstantially faces the opening 112.

The alignment coupler 1002 may be a protrusion from a front face 1004 ofthe door 110. When the door 110 is in the fully closed position 502, thealignment coupler 1002 may be substantially disposed within the receiver902. The receiver 902 and the alignment coupler 1002 may align the door110 with the vehicle body 102 when the door 110 is in the fully closedposition 502. That is, the receiver 902 and the alignment coupler 1002may have sufficient structural integrity to maintain alignment of thedoor 110 with the vehicle body 102 when in the fully closed position502.

A person having skill in the art will understand that there can be morethan one alignment coupler 1002 and receiver 902. In one embodiment,there may be at least two alignment couplers 1002 and receivers 902. Aperson having skill in the art will understand that utilizing aplurality of alignment couplers 1002 and receivers 902 may increase thestructural integrity and alignment of the door 110 to the vehicle body102 when in the fully closed position 502. This disclosure provides thatany number of receivers 902 or alignment couplers 1002 may be used andis not limited to a specific configuration.

Further, while no specific size of receiver 902 and alignment coupler1002 has been described herein, one skilled in the art will understandthat a plurality of geometric shapes will work. In one non-limitingexample, the alignment coupler 1002 may extend from the door 110 tocreate a substantially cylindrical in shape. The alignment coupler 1002may terminate at a substantially semispherical distal portion. Thereceiver 902 may be inversely shaped compared to the alignment coupler1002 and form a cavity that is sufficiently sized to allow the alignmentcoupler 1002 to become disposed therein. One skilled in the art willunderstand that in other embodiments, the alignment coupler 1002 andreceiver 902 cavity may be substantially octagonal, triangular, oval,rectangular or the like in cross section. Accordingly, this disclosureis not limited to any one shape for the alignment coupler 1002 orreceiver 902 cavity.

The B pillar 128 may also have at least one surface coupler 906, shownin FIG. 9b , coupled thereto. The surface coupler 906 may by mounted onthe surface 904 of the B pillar 128 and extend partially into the dooropening 112. To better show the features of the surface coupler 906, thesurface coupler 906 is shown isolated from the B pillar 128 in FIG. 9b .The surface coupler 906 may be comprised of a bracket support 908 thatis configured to support a pivot coupler 910. The bracket support 908may be coupled to the B pillar 128 and support the pivot coupler 910 ata first and second end 912, 914. The bracket support 908 may provide thenecessary structure to allow the pivot coupler 910 to be sufficientlyspaced from the bracket support 908 to allow a pivot bracket 1006, shownin FIG. 10a , to be pivotally and removeably coupled thereto.

The pivot bracket 1006 may be coupled to the front face 1004 of the door110. The pivot bracket 1006 may have a slotted opening 1008 configuredto removeably receive the pivot coupler 910. The slotted opening 1008may have a curved profile that allows the pivot coupler 910 to becomedisposed within the slotted opening 1008 as the door 110 transitions tothe fully closed position 502. More specifically, the pivot bracket 1006may include a surface that forms part of the slotted opening 1008 anddefines an arc-shaped path 1010 that is substantially similar to aportion of the path of the door 110 as it transitions to the fullyclosed position 502. The slotted opening 1008 may also define a closedend 1014 that partially defines a door axis 1012.

The spatial configuration of the closed end 1014 of the pivot bracket1006 and the pivot coupler 910 of the surface coupler 906 may allow thedoor 110 to become removeably and pivotally coupled to the vehicle body102. More specifically, as the door 110 moves from any open position tothe fully closed position 502, the pivot coupler 910 becomes disposedwithin the slotted opening 1008 while the alignment coupler 1002 becomesaligned with the receiver 902. As the door 110 continues to close, thepivot coupler 910 may contact the closed end 1014 and become alignedwith the door axis 1012 as the alignment coupler 1002 becomes disposedwithin the receiver 902 cavity. After the pivot coupler 910 is alignedwith the door axis 1012, the door 110 may pivot about the door axis 1012to the fully closed position 502 by means of the cinching assembly 302,the drive mechanism 312 and clutch assembly 314, or through a closingforce applied by the user. Once the door is oriented in the fully closedposition 502, the door latch 124 can hold the door 110 in the fullyclosed position 502.

When the door 110 is being opened from the fully closed position 502 tothe fully opened position 510, the pivot coupler 910 may allow the door110 to pivot about the door axis 1012. The door 110 may pivot about thedoor axis 1012 a sufficient amount before the pivot coupler 910 maytravel along the arc-shaped path 1010. As the door 110 continues totransition to the fully opened position 510, the pivot coupler 910 maymove out of the slotted opening 1008 and the alignment coupler 1002 maybe transitioned out of the cavity created by the receiver 902. Once thepivot coupler 910 and the alignment coupler 1002 are no longer coupledto their corresponding parts of the B pillar 128, the door openingapparatus 200 can move the door 110 without being constrained by thecomponents of the front face 1004.

The door opening apparatus 200 may depend on a plurality of electricalcomponents such as, in part, the drive mechanism 312, a door unlatchactuator 624, a locking solenoid 626, the clutch assembly 314, theactuator 304, and a plurality of sensors. In FIG. 6, a door operationcontrol system 600 and controller 601 are shown. A plurality of inputs602 and outputs 604 may communicate with the controller 601 as part ofthe control system 600. In one embodiment, the controller 601 mayreceive a signal from an Original Door Sensor (“ODS”) 606. The ODS 606may be one that is typically installed in a motor vehicle to notify theoccupants when a vehicle door is open. One skilled in the art will befamiliar with the various types of door sensors that may be installedand their corresponding locations in a standard motor vehicle.

In one embodiment, the controller 601 communicates with the ODS 606 byconnecting to the vehicle's Electronic Control Module (“ECM”) or thelike. When the controller 601 is coupled to the ECM of the vehicle, itcan monitor the signals produced by the sensors that are installed inthe vehicle by the manufacturer. In this nonexclusive embodiment, theODS 606 may have been originally installed by the manufacturer of thevehicle and the controller 601 may communicate with the ODS 606 throughthe ECM.

While the controller 601 has been described as communicating to the ODS606 through the ECM, one skilled in the art will appreciate that the ODS606 may communicate with the controller 601 in additional ways as well.For example, the signal from the ODS 606 may be rerouted to pass throughthe controller 601 prior to being sent to the ECM. In thisconfiguration, the controller 601 may not be in communication with theECM.

In another embodiment, the ODS 606 may not be a sensor that isoriginally manufactured in the vehicle but rather is one that is mountedto the vehicle as part of the hardware for the door opening apparatus200. The ODS 606 may be mounted at a plurality of locations along thedoor opening of the vehicle and may communicate with the controller 601whether the door is in the fully opened position 510, the partiallyclosed position 504, or fully closed position 502. A plurality ofsensors may be used for the ODS 606 and this disclosure is not limitedto any particular type of sensor.

In addition to using the ODS 606, the controller 601 may communicatewith a Pivot Arm Sensor (“PAS”) 608 coupled to the pivot arm 240 at thebase end 246. The PAS 608 can be an absolute position sensor capable ofsending a signal to the controller 601 to indicate the position of thepivot arm 240. In one embodiment, the PAS 608 can be monitored by thecontroller 601 to determine when the door is in the fully closedposition 502, the fully opened position 510, and any positiontherebetween by determining the location of the pivot arm 240. In yetanother embodiment, the PAS 608 may be the only sensor used to determinevehicle door orientation. Alternatively, both the ODS 606 and the PAS608 can be simultaneously monitored by the controller 601 to determinethe vehicle door orientation.

While an absolute position sensor has been specifically mentioned forthe PAS 608, this disclosure is not limited to using any one type ofsensor. A person having skill in the art will understand that manydifferent types of sensors may be used to determine the vehicle doororientation. In one embodiment, a relative position sensor may be usedinstead of an absolute position sensor. Further, a rotary encoder may beused for the arm sensor.

The PAS 608 can also be located at a plurality of locations in dooropening apparatus 200. For example, instead of being located at the baseend 246 of the pivot arm 240, the PAS 608 may be located along the firstmember 202, the first or second sprocket 316, 318, or at the second end242.

The controller 601 may also be in communication with a Kneel Sensor(“KS”) 610. The KS 610 may be used to indicate to the controller 601 thestatus of a kneel assembly 611. More particularly, the KS 610 canindicate whether the vehicle is in a kneel configuration or rideconfiguration. The KS 610 may not be a sensor in certain embodiments.Rather, the KS 610 can be an output from a kneel assembly 611 thatcontrols a kneeling functionality of the vehicle. The kneeling assembly611 may provide a signal to the controller 601 to indicate the status ofthe kneel assembly 611 in lieu of communicating directly with a sensor.In other words, the controller 601 may communicate with a differentcontrol system to determine the kneel status instead of communicatingdirectly with any particular sensor.

The controller 601 may communicate with a Bump Strip Sensor (“BSS”) 612.The BSS 612 may be placed at a location that allows the BSS 612 todetermine if an obstruction will prevent the door 110 from closing. Inone embodiment, the BSS 612 may be located along a portion of thevehicle body 102 that defines the door 110 opening. In this embodiment,physical contact with the BSS 612 may send a signal to the controller601.

The BSS 612 may also be an optical sensor. The optical sensor maydetermine whether there is an object in the path of the door 110 thatwill prohibit the door 110 from properly closing. Additionally, the BSS612 may be a pressure sensor that monitors the forces applied by thedoor opening apparatus 200. The pressure sensor can measure the variousforces being exerted on the door during a close or open operation andsend a signal to the controller 601 if those forces exceed expectedvalues.

The controller 601 may also receive a signal from a Ramp Position Sensor(“RPS”) 614. The RPS 614 may indicate to the controller 601 the statusof a ramp assembly 114. The RPS 614 may indicate to the controller 601whether the ramp assembly 114 is clear of the door opening in thevehicle body 102 so the door 110 may transition to the fully closedposition 502. The RPS 614 may be a sensor that is in directcommunication with the controller 601. Alternatively, the RPS 614 maynot be a sensor. Rather, the RPS 614 may be a signal sent by the rampassembly 114 control system to the controller 601 to disclose the statusof the ramp assembly 114.

The controller 601 may also be configured to receive signals from asignal receiver 616. The signal receiver 616 may send signals to thecontroller 601 to indicate a specific command identified by the signalreceiver 616. The signal receiver 616 may receive a plurality ofdifferent commands through a plurality of different mediums. In onenon-limiting example, the signal receiver 616 may receive commands tobegin an open process 700 (FIG. 7) or to begin a close process 800 (FIG.8).

The signal receiver 616 may also receive these commands through aplurality of mediums. For example, the signal receiver 616 may beconfigured to receive wireless signals based on a plurality of differentwireless technologies like Bluetooth, Wi-Fi, infrared, satellite,cellular, radio, or the like. In one embodiment, a wireless transmitter(not shown) may be configured to send commands for the open process 700and the close process 800 by pressing a button on the transmitter. Whena button is pressed, the transmitter may send a radio signal to thesignal receiver 616. The signal receiver 616 may process the signal andsend the processed signal to the controller 601 to implement the desiredcommand.

While an embodiment utilizing a transmitter that emits a radio signal isdescribed herein, this disclosure is not limited to such aconfiguration. A wireless signal transmitted from a smartphone may beprocessed by the signal receiver 616 as well. In one example, anapplication for a smartphone may have a user interface that allows theuser to select from a plurality of commands that may be sent to thesignal receiver 616. When the user selects one of the plurality ofcommands on the user-interface, the smartphone may send a signalindicating the selection to the signal receiver 616. In this embodiment,the smartphone may communicate with the signal receiver 616 using any ofa plurality of wireless communication protocols such as, but not limitedto, Bluetooth, Wi-Fi, and/or the cellular signal.

The controller 601 may also receive signals from aPark/Reverse/Neutral/Drive Sensor (“PRNDS”) 618 to determine whether atransmission of the vehicle is in a non-moving state, or “Park”. Oneskilled in the art will understand that this type of sensor is typicallyinstalled by an automobile manufacturer. The controller 601 may utilizethe sensors that are typically installed in a vehicle by themanufacturer to determine the state of the transmission. In oneembodiment, the PRNDS 618 signal is obtained by the controller 601 byrouting the PRNDS 618 signal of the vehicle through the controller 601prior to routing the signal to the vehicle's ECM.

The controller 601 may also be configured to receive signals from thevehicle's ECM. The PRNDS 618 signal may be one of the plurality ofsignals received by the ECM. In this configuration, the controller 601can isolate and receive the PRNDS 618 as one of the plurality of signalsreceived from the ECM to determine the state of the transmission.

The controller 601 may also be configured to receive a signal from anActuator Position Sensor (“APS”) 620. The APS 620 may be coupled to theactuator 304 at a location that allows the APS 620 to determine thelocation of the cinching head 306. The APS 620 can be any of a pluralityof different types of sensors as long as it can send a signal to thecontroller 601 indicating the location of the cinching head 306. In oneembodiment, the APS 620 can be a linear contacting potentiometer, alinear variable differential transformer, a magnetostrictive sensor, alinear encoder, or the like. In yet another embodiment, there may be noAPS 620. The actuator 304 may maintain a consistent neutral position 460and the controller 601 may assume a consistent location of the cinchinghead 306 when the actuator 304 is in the neutral position 460.

The controller 601 may use the inputs 602 to control the outputs 604 inorder to execute a door-opening process 700 shown in FIG. 7. The processor method 700 may include a plurality of blocks that are executable bythe controller 601 to operably control the door 110. Each block mayrepresent a set of instructions stored in a memory of the controller 601such that a processor of the controller 601 may execute theinstructions. The set of instructions may include software, algorithms,look-up tables, graphical information, and the like. The controller 601may be structured to execute one or more of the plurality of blocksbased on calculations or determinations made during the process 700,whereby one or more of the illustrated blocks in FIG. 7 may not beexecuted due to one or more conditions. The controller 601 may beprogrammed as such to execute the process 700 for opening the door 700of the vehicle.

The open process 700 may be executed when the controller 601 receives asignal from the signal receiver 616 that an open command was detected inblock 702 of FIG. 7. In one embodiment, the controller 601 may send asignal to a chime 622 commanding the chime 622 to generate an audioindication that the door open process 700 has begun in block 704. In adifferent embodiment, however, block 704 may not be executed and theopen process 700 may not have any audible indication that it has beeninitiated.

After the controller 601 receives the open process command in block 702from the signal receiver 616, the controller 601 may send a signal tothe kneel assembly 611 to initiate a kneeling sequence in block 705.After the kneeling sequence has been initiated in block 705, block 706may be executed such that the controller 601 monitors the signal fromthe PRNDS to determine if the transmission is in park. In a relatedaspect, block 706 may be executed by the controller 601 before block705. If the controller 601 determines that the transmission is not inpark, the door opening process 700 may be delayed or terminated 708until the condition set forth in block 706 is true.

If, however, the controller 601 determines that the PRNDS 618 signal isindicating the transmission is in park, the process 700 may advance toblock 710 and the controller 601 communicates with the APS 620. Prior tosending any commands to open the door 110, the controller 601 may usethe signal from the APS 620 to ensure that the actuator 304 is orientedin the neutral position in block 710. If the controller 601 determinesthe actuator 304 is not in the neutral position 460, the controller 601may send a signal to the actuator 304 to transition to the neutralposition in block 712. If the actuator 304 does not transition to theneutral position within a set period of time, the open process 700 maybe delayed or terminated. However, in block 714, if the actuator 304 isdetermined to be in the neutral position 460, the controller 601 maysend a signal to the door unlatch actuator 624 to unlatch the door 110.After the controller 601 sends an unlatch signal to the door unlatchactuator 624, the controller 601 may read the signals from the ODS 606,and/or the PAS 608 to determine if the door 110 has moved in block 716.

If the controller 601 determines that the door 110 has not moved, thecontroller 601 may terminate the signal to the door unlatch actuator 624and send a signal to the locking solenoid 626 to enter the unlockedstate in block 718. After the controller 601 sends the unlock signal718, the controller 601 sends another signal to the door unlatchactuator 624 to unlatch the door latching mechanism in block 720. Thecontroller 601 may again analyze the signals received from the ODS 606,and/or the PAS 608 to determine if the door 110 has moved in block 722.If the controller 601 determines that the door 110 has moved, thecontroller 601 will execute block 732. However, if the controller 601determines that the door 110 has not moved after executing block 722,the controller 601 may send a constant signal to the door unlatchactuator 624 to hold the door 110 in the unlatched position in block724. While the controller 601 sends the constant signal to the doorunlatch actuator 624, the controller 601 also sends a signal to theactuator 304 to perform a push function in block 726. After the pushfunction has been executed in block 726, the controller 601 may againanalyze the signals received from the ODS 606, and/or the PAS 608 todetermine if the door 110 has moved in block 728. If the controller 601determines that the door 110 has moved, the process advances to block732. However, if the controller 601 determines the door 110 has notmoved, the controller 601 terminates the open process 700 and may send asignal to the chime 622 to indicate that the open process 700 has beenterminated via block 730.

In block 732, if the controller 601 receives an indication that the door110 has moved, the controller 601 may stop sending an unlatch signal tothe door unlatch actuator 624. Subsequently the controller 601 maytransition the clutch assembly 314 to the engaged position while thecontroller 601 also sends a signal to the drive mechanism 312 to beginrotating in block 734. The controller 601 may then monitor the PAS 608to determine whether the door 110 has reached a fully open position inblock 736. If the PAS 608 fails to send a signal to the controller 601indicating the door is in the fully opened position 510, the controller601 may monitor the PAS 608 for a set amount of time before terminatingthe open process 700 and initiating the close process in block 738.

However, if the PAS 608 sends a signal to the controller 601 indicatingthe door 110 has reached the fully opened position 510, the controller601 may transition the clutch assembly 314 to the disengaged positionand switch the drive mechanism 312 to an unpowered state in block 740.Finally, the controller 601 may send a signal to the ramp assembly 114to begin a ramp deployment protocol in block 742.

While one example of the door opening process 700 is shown in FIG. 7 anddescribed above by which the controller 601 can execute the process 700,this disclosure is not limited to the particular details describedherein. Moreover, the blocks are shown and described in a certainsequential order. In other embodiments, however, the process 700 may beexecuted in a plurality of different orders. Other blocks may beexecuted by the controller 601 in a different embodiment, whereas someof the blocks illustrated in FIG. 7 may not be executed in yet otherembodiments. For example, in one embodiment the door opening process 700may not have a chiming mechanism to indicate the door opening process700 has begun. Further, a visual indicator may be used instead of theaudible door chime 622 to indicate the status of the controller 601 to auser. Further still, some features described herein may not be used atall. For example, the push function described in block 726 may not beexecuted during the open process 700. In this embodiment, the process700 may be cancelled or terminated if the door does not move after block722.

When the door 110 is in the fully opened position 510, the user mayinitiate or trigger a door closing process 800 as shown in FIG. 8 bysending a signal to the signal receiver 616. This may be done bypressing a button on a key fob or any other known way. To execute theclose process 800, the controller 601 may receive a signal from thesignal receiver 616 indicating that a user desires to move the door 110to the fully closed position in block 802. In one embodiment, thecontroller 601 may send a command to the chime 622 to emit an audiblesignal indicating the closing process 800 has begun in block 804. Thecontroller 601 may also monitor the RPS 614 to determine whether theramp assembly 114 is in the stowed position before continuing theclosing process in block 806. In any event, the controller 601 may firstcommunicate with the PRNDLS 618 to detect and verify if the vehicle isparked. If not, the door closing process 800 may be delayed for awaiting period (e.g., a few seconds) or terminated until the vehicle isparked.

If the controller 601 determines that the ramp assembly 114 is not inthe stowed position, the controller 601 may engage the clutch assembly314 and electrically lock the drive mechanism 312 to prevent the door110 from moving in block 808. While the door 110 is electrically locked,the controller 601 may monitor the ramp assembly 114 to ensure that astow process is initiated or completed in block 810. The controller 601may then monitor the RPS 614 for a set period of time to determine ifthe ramp assembly 114 moves to the stowed orientation in block 812. Ifthe controller 601 determines that the ramp assembly 114 does not moveto the stowed orientation, the controller 601 may delay or terminate theprocess 800.

If the controller 601 determines that the ramp assembly 114 is in thestowed orientation, either in block 806 or block 812, the controller 601may send a signal to the kneel assembly 611 to begin transitioning outof a kneel position in block 814. In block 816, the controller 601 mayalso engage the clutch assembly 314 and the drive mechanism 312 to begintransitioning the door to the fully closed position. During the closingprocess, the BSS 612 may be continually monitored by the controller 601to determine whether there are any obstructions that may keep the door110 from fully closing in block 818. If the controller 601 does getsignals from the BSS 612 indicating the existence of an obstruction, thecontroller 601 may delay or terminate the close process 800 andinitiation the open process in block 820.

If the controller 601 determines that the door 110 is clear ofobstructions, the controller 601 may continue to monitor the BSS 612,the PAS 608, and/or the ODS 606 to determine whether the door 110 entersinto the fully or partially latched state in block 822. In block 824, ifthe controller 601 determines that the door 110 fails to enter thepartially or fully latched state after a certain amount of time, theclose process 800 may be terminated and the open process 700 may beimplemented. However, if the controller 601 determines the partiallyclosed position 504 is achieved, the controller 601 may activate theactuator 304 to begin cinching the door 110 to the fully closed positionin block 826. While door 110 is being cinched to the fully closedposition 502, the controller 601 may continue to monitor the BSS 612,the PAS 608, and/or the ODS 606 to determine whether the door 110 entersinto the fully closed position in block 828. In block 830, once thecontroller 601 determines the fully closed position 502 is achieved, thecontroller 601 returns the actuator to the neutral position 460 and endsthe close process 800.

Neither the open process 700 nor the close process 800 is intended to belimited to any particular arrangement of the blocks. Many of the blocksdescribed above may be executed in a different order or simultaneouslywith one another as one skilled in the art will understand. Accordingly,this disclosure should not be limited to the particular order of blocksdescribed herein. Moreover, in other embodiments, additional blocks maybe executed in either the open process 700 or close process 800.

While exemplary embodiments incorporating the principles of the presentdisclosure have been disclosed hereinabove, the present disclosure isnot limited to the disclosed embodiments. Instead, this application isintended to cover any variations, uses, or adaptations of the disclosureusing its general principles. Further, this application is intended tocover such departures from the present disclosure as come within knownor customary practice in the art to which this disclosure pertains andwhich fall within the limits of the appended claims.

1. A motorized vehicle, comprising: a body frame mounted on a chassis,where the chassis is adapted to support a vehicle powertrain and aplurality of wheels; a vehicle floor coupled to the body frame andchassis; a ramp assembly coupled to the vehicle floor, the ramp assemblybeing configurable in at least a stowed position and a deployed positionto enable the wheelchair-occupied passenger ingress and egress to andfrom the interior; a door coupled to the body frame, the door configuredto move between an open position and a closed position to provide accessto an interior of the vehicle; a door assembly including: a first memberdefining a first axis; a first support member pivotally coupled to thedoor and defining a second axis; a linkage assembly including a firstarm and a second arm, the first arm and the second arm being pivotallycoupled to one another, where the first arm is coupled to the firstmember at a location offset from the first axis and the second armdefines a first slot; and a cross member having a first end and a secondend, the first end having a first pin for slideably engaging the firstslot and the second end being coupled to the first member; wherein, thedoor is movable between the open and closed positions as the firstmember pivots about the first axis.
 2. The motorized vehicle of claim 1,further comprising a bracket defining a second slot therein, the bracketbeing pivotably coupled to the first member at a first location and thefirst arm at a second location, where the first location is spaced fromthe second location.
 3. The motorized vehicle of claim 2, wherein thesecond slot comprises a profile having a first portion and a secondportion, the first portion defined by a first radius and the secondportion defined by a second radius; wherein the first radius and secondradius are different from one another.
 4. The motorized vehicle of claim2, further comprising: a second support member defining a third axis,the third axis being spaced from and parallel to the first and secondaxes; and a connecting arm pivotally coupled to the first support memberand the second support member.
 5. The motorized vehicle of claim 4,wherein the connecting arm is pivotally coupled to the first supportmember about the second axis and pivotally coupled to the second supportmember about the third axis.
 6. The motorized vehicle of claim 4,further comprising: a third arm defining a third slot and including asecond pin; wherein, the connecting arm includes a third pin; furtherwherein, the third pin is slidably disposed within the third slot andthe second pin is slidably coupled to the second slot.
 7. The motorizedvehicle of claim 1, further comprising: a plurality of pillars formingpart of the body frame, the plurality of pillars including at least afirst pillar, a second pillar, and a third pillar, where the firstpillar is disposed near a front end of the vehicle and the third pillaris disposed near a rear end thereof; and at least a second door coupledto the body frame and providing access to an interior of the vehicle. 8.A motorized vehicle, comprising: a chassis; a powertrain and a pluralityof wheels supported by the chassis; a body frame mounted on the chassis;a door coupled to the body frame, the door configured to move between anopen position and a closed position to provide access to an interior ofthe vehicle; a first member defining a first axis; a first supportmember pivotally coupled to the door and defining a second axis; alinkage assembly including a first arm and a second arm, the first armand the second arm being pivotally coupled to one another, where thefirst arm is coupled to the first member at a location offset from thefirst axis and the second arm defines a first slot; a cross memberhaving a first end and a second end, the first end having a first pinfor slideably engaging the first slot and the second end being coupledto the first member; and a drive assembly operably coupled to the firstmember; wherein, the door is movable between the open and closedpositions as the drive assembly operably drives the first member aboutthe first axis.
 9. The motorized vehicle of claim 8, further comprising:a vehicle floor coupled to the body frame and chassis; and a rampassembly coupled to the vehicle floor, the ramp assembly beingconfigurable in at least a stowed position and a deployed position toenable the wheelchair-occupied passenger ingress and egress to and fromthe interior.
 10. The motorized vehicle of claim 8, wherein the driveassembly comprises: a motor; a gear set coupled to the motor; and aclutch assembly being disposable in an engaged position and a disengagedposition, wherein, the motor is operably coupled to the first member inthe engaged position and decoupled therefrom in the disengaged position.11. The motorized vehicle of claim 10, wherein the drive assemblycomprises: a first sprocket coupled to the clutch assembly; a secondsprocket coupled to the first member; and a drive chain coupled betweenthe first sprocket and the second sprocket; wherein the motor operablydrives the first and second sprockets via the drive chain in the engagedposition.
 12. The motorized vehicle of claim 8, further comprising: abracket including a pin, the bracket being coupled to the door; acinching head having an open end that defines a first angled portion anda second angled portion; and an actuator coupled to the first member ata first end and the cinching head at a second end, where a movement ofthe actuator moves the cinching head in a first axial direction;wherein, the movement of the cinching head in the first axial directioninduces a movement of the bracket in a second axial direction, whereinthe second axial direction is substantially perpendicular to the firstaxial direction.
 13. The motorized vehicle of claim 8, furthercomprising a spring mechanism coupled to the first member; wherein, thespring mechanism is disposable on a first side of the first axis toprovide a force to maintain the door in the closed position; furtherwherein, the spring mechanism is disposable on a second side of thefirst axis to provide a force to maintain the door in the open position.14. A vehicular system, comprising: a body frame defining an interior; adoor coupled to the body frame, the door configured to move between anopen position and a closed position to provide access to the interior; adoor assembly including: a first member defining a first axis; a firstsupport member pivotally coupled to the door and defining a second axis;a linkage assembly including a first arm and a second arm, the first armand the second arm being pivotally coupled to one another, where thefirst arm is coupled to the first member at a location offset from thefirst axis and the second arm defines a first slot; and a cross memberhaving a first end and a second end, the first end having a first pinfor slideably engaging the first slot and the second end being coupledto the first member; a control system including a controller having aplurality of inputs and a plurality of outputs; wherein, the door ismovable between the open and closed positions as the first member pivotsabout the first axis.
 15. The vehicular system of claim 14, furthercomprising a pivot arm sensor coupled to the first arm and configured todetect a position of the door relative to a current position of thefirst arm; wherein, the pivot arm sensor is disposed in electricalcommunication with one of the plurality of inputs of the controller forcommunicating the position of the door thereto.
 16. The vehicular systemof claim 14, further comprising: a ramp assembly coupled to the bodyframe, the ramp assembly being configurable in at least a stowedposition and a deployed position to enable a wheelchair-occupiedpassenger ingress and egress to and from the interior; and a rampposition sensor disposed in electrical communication with one of theplurality of inputs of the controller for communicating the position ofthe ramp assembly thereto.
 17. The vehicular system of claim 14, furthercomprising: a drive assembly operably coupled to the first member; acinching assembly including an actuator and a cinching head, theactuator being coupled to the first member at a first end and thecinching head at a second end; a door actuator and a solenoid, the dooractuator disposed in electrical communication with one of the pluralityof outputs of the controller and the solenoid disposed in electricalcommunication with another of the plurality of outputs thereof; and anactuator position sensor disposed in electrical communication with oneof the plurality of inputs of the controller, the actuator positionsensor coupled to the actuator to detect a position of the cinching headand communicate said detected position to the controller; wherein, thecontroller is disposed in electrical communication with the driveassembly and cinching assembly to control movement of the door betweenthe open and closed positions.
 18. The vehicular system of claim 14,further comprising: a kneel assembly coupled to the body frame, thekneel assembly adapted to move the body frame between a kneelconfiguration and a ride configuration; and a kneel sensor disposed inelectrical communication with one of the plurality of inputs of thecontroller, the kneel sensor detecting either the kneel configuration orride configuration and communicating said detected configuration to thecontroller.
 19. The vehicular system of claim 14, further comprising abump strip sensor disposed in electrical communication with one of theplurality of inputs of the controller, the bump strip sensor coupled tothe body frame, door, or door assembly, wherein the bump strip sensor isconfigured to detect an object at least partially disposed in a pathtravelled by the door between the open and closed positions andcommunicate said detection to the controller.
 20. The vehicular systemof claim 14, further comprising a signal receiver electrically coupledto one of the plurality of inputs of the controller, the signal receiverbeing in electrical communication with a transmitter for detecting aninstruction to open or close the door, wherein the signal receiver isconfigured to receive the instruction and communicate the instruction tothe controller.